Railway-gate.



J. R. BURRESS & W. W. BURNES.

RAILWAY GATE.

APPLIQATION mm OCT. 19. 1915.

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065, Patented Feb. 13, 1917.

1. R. BURRESS &'W. W. BURNES.

Patented Feb. 13, 1917.

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JOHN R. BURRESS AND WORLEY V7. BURNES, 0F WILLS POINT, TEXAS.

RAILWAY-GATE.

Application filed October 19, 1915.

To all whom it may concern:

Be it known that we, JoHN R. Bunnnss and VVORLEY WV. .BURNES, citizens of the United States, residing at Wills Point, in the county of Van Zandt and State of Texas, have invented certain new and useful Improvements in Railway-Gates; and we do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention relates to gates, and more particularly to a gate designed for use at crossings between railways and highway roads.

The invention has for its object to provide a railway gate and novel and eflicient means operable automatically by a train for closing the gates, and thus obstructing the road.

lVith this and other objects in view, the invention consists in the novel construction, arrangement and formation of parts as will be hereinafter specifically described, claimed and illustrated in the accompanying drawings, in which:

Figure 1 represents a plan view of the improved railway gate,

Fig. 2 represents a transverse sectional View on the line 2-2 of Fig. 1,

Fig. 3 represents a perspective View of the train actuated bars removed,

Fig. 4 represents a fragmental sectional view on the line 44 of Fig. 1, and

Fig. 5 represents a detail sectional view on the line 55 of Fig. 2.

Referring to the drawings in detail, whole in similar reference numerals designate corresponding parts throughout the several views, the numerals 6 indicate the tracks of a railway and 7 a road crossing the rail tracks 6 at an angle. Shafts 8 are positioned through apertures formed in the web portions of the track rails 6 and are rotatably supported therein. Each shaft 8 is provided with a crank arm 9, having a laterally projecting crank pin 10 at its free end engaged in one of a pair of vertically movable bars 11. The bars 11 are arranged inwardly of the tread portions of the track rails 63 and the upper portions thereof are disposed in alinement with the tread surfaces of said rails and are adapted to be engaged and depressed by the flanges of railway cars. The bars 11 are connected by a plurality of transverse connecting members 13 and are nor- Specification of Letters Patent.

Patented Feb. 13, 1917.

Serial No. 56,761.

mally retained in elevated position by the tension of springs 14 engaged under several of the connecting members 13 and are lim- 7 ited in their upward movement by chains or other flexible elements 15 secured at one end to several of the other connecting members 13 and at their opposite ends to the ties 1(5 of the railway. Pairs of gate posts 1'? and 18 are arranged upon opposite sides of the railway tracks 6 and the posts of each pair are arranged upon opposite sides of the road 7, as clearly illustrated in Fig. l. A pair of gates 19 are pivotally secured to the gate posts 17 by hinge rods 20 and are limited in their closing movement by a pair of stops 21, rigidly secured adjacent the sides of the road 7. Stops 22 are arranged in spaced relation to the stops 21 and are adapted to limit the opening movement of the gates 19. A pair of gates 24 are pivotally secured to the other pair of gate posts 18 upon hinge rods 25, are limited in their closing movement by a pair of stops 26 and in their openingmovement by a pair of stops 27.

The gates 19 and 24 are non-rotatably secured to their respective hinge rods 20 and 25 and bevel gear wheels 29 and 30 are nonrotatably secured to the lower extremities of the hinge rods 20 and 25, respectively. Bevel gear wheels 31 and 32 are rigidly secured to the opposite ends of the shafts 8 and mesh with the bevel gear wheels 29 and 30 of the hinge rods 20 and 25, respectively. The bevel gear wheels 29, 30, 31 and 32 are so arranged that the rotary motion imparted to the shafts 8 by the depression of the bars 11 causes the pairs of gates 19 and 24 to be closed, or moved to a position transversely of the road 7.

In operation, the train actuated bars 11 are normally retained in elevated position by the tension of the springs 14, thus also retaining the pairs of gates 19 and 24 in open position, as clearly illustrated in Fig. 1. A train approaching the road 7 from either side depresses the bars 11 by engagement of the flanges of the wheels thereof with said bars, thus rotating the shafts 8 and moving the pairs of gates 19 and 24 to closed position. As soon as the train moves 01f of the bars 11, the tensions of the springs 14 automatically moves the said bars to elevated or initial position, ,thus simultaneously closing the gates 19 and 24.

What we claim is:

In combination with the tracks and supporting ties of a railway, of a pair of gates hingedly supported laterally of said tracks, means for limiting the opening and closing movement of said gates, a pair oi train operated bars arranged adjacent said tracks, transverse members connecting said bars adjacent and intermediate their ends, spring means secured to the ties and engaging several of the transverse connecting members for normally retaining the bars in elevated position, a flexible member connecting another of the transverse connecting members with a tie for limiting the upward movement of said bars, shafts arranged transversely of said tracks, crank arms rigidly secured to said shafts and movably support ing said bars, and means connecting said shafts with said gates, whereby when said bars are depressed, said gates are moved to closed position.

In testimony whereof we aiiix our signatures in presence of two witnesses.

JOHN R. BURR-ESS, VVORLEY WV. BURNES.

Witnesses:

C. H. DAVIS, JOEL R. BOND.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents. Washington, D. C. 

